UK-based engineering company and automatic transmission specialist Antonov plc will consider exporting initial volumes of six-speed automatic transmissions to India from its joint venture plant in China over the next three years. These would service conventional petrol and diesel vehicles in India, including small and midsized passenger cars. But as volumes increase, Antonov could license the technology to local producers or enter into a JV with an Indian partner for local assembly operations, according to company officials.
Simon Roberts, managing director, told Autocar Professional on a visit to Detroit that Antonov is focusing on developing a low-cost TX-6 automatic transmission for conventional gas and diesel vehicles in China.
“We are in discussion with Chinese OEMs and are targeting domestic brands because we believe we can offer them a six-speed automatic transmission that has not been available to them so far,” he says. Roberts is optimistic that after a couple of years, JV brands in the Chinese market would also become the company’s customers when a robust price is offered to them.
At present, JV companies in China have access to imported automatic transmission technologies from Japan that are commercially unviable for the high-end local players. Hence, Antonov along with its Chinese partner is developing a low-cost local alternative that can be exported to Europe and other foreign markets like India, Korea and Malaysia where there is a growing need for reliable, good quality and low-cost automotive products.
“Any manufacturer who can supply them will be profitable,” adds Roberts, tracing the speedy second phase of growth that carmakers like Honda and Toyota experienced by exporting their automobiles in foreign markets. “I would think similar issues will arise in India in terms of getting advanced technology at an affordable cost without importing it. This could trigger off local manufacturing bases to supply Indian OEMs with this technology.”
Roberts feels that over a three-year timeframe, six-speed automatic transmissions can be exported at a lower cost of 25 to 30 percent by Chongqing EFA Transmission.
Efficient TX-6
Antonov is currently entering the final production phase of providing Chinese OEMs with the locally produced TX-6 auto gearbox. Aimed initially at small and medium-sized passenger cars and light commercial vehicles, the TX-6 has been designed and developed by Antonov in the UK. Roberts says that the TX-6 is more efficient than existing conventional torque converter automatic transmissions. The design is exclusive to the company and has been patented.
Assembly of the new transmission will be undertaken by Chongqing EFA Transmission Company Ltd, a 50:50 JV between Antonov plc and Chinese transmission component maker, Chongqing Landai Industry Co Ltd. The JV, inked in November 2009, was followed by a licensing agreement for the technology, worth 20 million euros and signed in February 2010. The construction of a new manufacturing facility is also underway at Chongqing.
“We rely heavily on our partner, who is a manufacturer of manual transmission components and more recently started full manual assemblies to customers in China,” elaborates Roberts.
The design for the TX-6 has been frozen for production with critical transmission components to be supplied by European-based suppliers like Conti Temic Microelectronic, Hofer Powertrain and Magna Powertrain. Later, these components are expected to be replaced by local players to ensure competitive pricing. The final validation and testing programme for the gearboxes is slated to kick off by September with transmissions to be built by mid-2012.
The TX-6 will be released to the market initially for front-wheel-drive transverse powertrain applications with initial production capacity pegged at 200,000 units per annum. But with export opportunities to different countries in the pipeline, annual production could rise to 500,000 units.
Antonov invested its early 15 years on R&D with efforts to commercialise its core six-speed automatic transmission undertaken over the last five years. “It is very much a conventional type of a transmission that is electronically controlled and hydraulically actuated with the only difference from a technology point of view being the deletion of two converters. Instead, we use a clutch-type device that will improve efficiency over standard conventional transmissions,” says Roberts.
Meanwhile, Chongqing EFA Transmission has signed a purchase pact with Chinese manufacturer Lifan Motors, part of the Lifan Group in Chongqing, for a minimum of 20,000 TX-6 transmissions to be supplied in 2012. The minimum quantity can increase to 5,000 units per month. Lifan Motors will provide EFA with 10 LF620 vehicles for final mechanical installation and vehicle calibration of the TX-6 into its midsized family saloon.
Targetting EVs too
Further, Antonov has also developed a powershift dual-clutch transmission with high mechanical and hydraulic efficiency, specifically for EVs. This multispeed gearbox offers fully automatic gear shifting, and has significant power saving features in the control system.
The majority of EVs currently use a single-speed reduction gearbox, but this compromises driver acceptability of the vehicle in terms of launch performance and range, especially for high performance vehicles and commercial load carriers such as delivery trucks and buses, says Roberts.
The main benefit of an Antonov multispeed transmission, with a minimum of three speeds or more, is that an electric motor can be maintained within its peak efficiency speed range for most of the time. The electric motor operates almost continuously at better than 90 percent efficiency, rather than spending prolonged periods operating at 60-70 percent efficiency particularly at low vehicle speeds. And the gear ratios can be optimised for economy, performance and durability.
The result is that vehicle range can be extended or a smaller motor or battery employed. A smaller motor also permits lower cost power electronics to be used. Vehicle performance — notably acceleration from rest and top cruising speed — is also improved. When coupled with advanced telematics, the transmission can help deliver maximum regenerative energy from braking and provide intelligent energy management.
The EV transmission kicked off as a UK Technology Strategy Board (TSB) project in late 2009 with Antonov as the lead partner, supported by Jaguar and MIRA. The result of the 12-month design and development project represented a significant breakthrough in EV driveline technology.
With the first prototype gearboxes installed in early 2011, the transmission is undergoing further evaluation.
Antonov has also developed a small two-speed automatic gearbox for engine-driven accessories like alternators.
Futhermore, Antonov has recently been selected by TSB to partner with British commercial EV manufacturer, Smith Electric Vehicles, for developing its multi-speed transmission solution for a project called ‘E-Van’ in which Smith is the lead partner. Antonov will supply up to five prototype transmissions for delivering an electric-powered delivery van with substantially improved performance, through the integration of a more efficient drivetrain.
Roberts visualises electric and series hybrid buses as an early adopter of multiple ratio transmissions. Similarly light commercial vehicles and delivery vans. “It’s not only the 15 percent improvement in EV powertrain efficiency, but also the fact that a high efficiency transmission can significantly reduce the size of electric motor, power electronics and batteries required for a given performance and range. And that more than offsets the cost of the gearbox. These are important considerations for operators of light commercials and public transport vehicles.”
This is a significant technical development for improving the efficiency of EVs globally. “But it is early days and we don’t yet have a specific plan for India any more than we do for any other territory. However, we are carefully considering the global commercial opportunities as they arise,” he concludes.